Frederick w



F. Wl BUSCH.

Smm mmf.

APPLICATION FILED UCT. 33. 916. RENEWED NOV` 22. i921. 1,401 ,868, Patented Dec. 27, 1921.

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w. BUSCH,

STEAM ENGINE.

APPLICATION FILED OCIA 31 1915. REVIEWED THW. 22.1921. 1,401,868.

Patented Dec. 27, 1921.

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Hen refr.

E. W, BOSCH :SIMM E NGINE. APPUCATION FILED OCT. 3l. 1916. RENEWED HOV.

' J4 fvn Patentea Deu. 27, 1921.

SHEE HEET 3- Il. .Z4 28 F. W. BUSCH.

STEAM iNGlNE.

AHHCATwN HLED OCT. 3M HNE. REHEWELI HOV. 22.132l.

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UNITED STATES PATENT orifice.

FREDERICK W. BSGH, OF CAMDEN, NEW JERSEY, ASSIGNOR T WORTHINGTG PUME AND MACHINERY ooiiPoRAtrIoN, oF N GINIA.. l

EW YORK, N. Y., A. CORPORATION F VM-2r STEAM-ENGINE.

Patented Dee, 27, 1921,

Application led October 31, 1916, Serial No. 128,753. Renewed November 22, 1921. Serial No. 517,153.

T o oil whom it may emwern.:

lle it known that l, FREDERICK lV. Bsen, a citizen of the United States. residing at Camden` in the county of Camden and State 5 ot New Jersey, have invented certain new and useful Improvements in Steam-Engines, of which the following is a. specification.

Myinvention relates to improvements in steam engines of tle construction generally l0 designated as the uni'ow type. and in which the live steam enters the cylinder at the ends thereof and the expanded steam is first exhausted through ports at or near the end 0f the stroke. distant from the admission ports,

said ports being uncovered by the piston within the cylinder at or near the end of its Working stroke and said exhausted steam tinally conveyed by exhaust diverting valve or valves either directly to the atmosphere or condenser, or to a` heating system or other lower pressure steam using expcdients and condenser.

.The objeetsof my invention are:

First, to construct an engine of the uniflow type capable of etl'ectiug all the functions above recited and also in which all the advantages of said type ot' engine are fully carried out without necessitating the use of abnormally long cylinder and piston and long ports or connecting passageways to the final exhaust.

Second, to construct an engine of the uniflow type, performing all the functions above indicated, in which the clearance and back pressure are reduced to a minimum and at the saine time prevent the compression from exceeding the initial live steam pressure thereby insuring the highest etl-l.Y

oiency and eeonom at all speeds of the` en gine under all con itions.

Third, to construet an engine ot the uniflow type in which ihe cylinder is provided with such an arraiigeihent of admission and a plurality of main exhaust ports, a single valve controlling,r at proper times all of said -main exhaust ports, auxiliary exhaust ports and final exhaust diverting valves for controlling said auxiliaru exhaust. poi-ts, that it is capable ot conductiinir the exhaust from a uniflow engine. either to the atiiiospliere,

condenser or other subsidiary apparatus such as a heating plant, or both` and eniploying a shorter cylinder and piston, greater simplicity ot construction, les` valve and valve mechanism, and at the saine time reduce the compression lower than has been used heretofore.

Fourth, Ito construct an improved engine of that unitlow' type in which the Wearing surface of the cylinder is not cut up by nu n ierous p orts and in which the omission of intermediate exhaust ports at the. middle of the cylinder where the piston speed is great-4 est, reduces not only to a minimum the much dreaded trouble of -cylinder cutting bv the reeiprocation of the piston, but at themsaine time eliminates the additional clearance volume due to said intermediate exhaust ports and hence materially improves the thermal etlieiency of the engine.

Fifth, to construct an engine of the unitlow type capable of elfen-.ting all the tunetions above indicated, in which the @vlinder with its cooperating live steam and exhaust steam ports and minimum number of main and auxiliary exhaust valves are so arranged as to occupy a minimum of space and capable of being cheaply manufactured, easilyr assembled, inspected or repaired, while zit the same time said ports and valves lining so disposed, that the lower temperature of the expanded steam passintg through said haust ports, will not be in proximityto, and atl'eot the high temperature of the live steam passing through the admission ports and into the cylinder.

Sixth` to construct iin engine o the uni-- flow type so as to greatly reduce the sinv and capacity ot` the condenser tor such type of engines which. whenever running con-- densing also utilizes the exhaust steam in Sonie heating system, or whatever the ex haast steam using expedient may be.

Other vention will appear from the detailed de` scription of the construction and'inode of operation of the invention to be presently disclosed.

My invention consists of structural charL acteristies and relative arrangement of elements which will be hereinafter more iarticularly pointed out in the ap ended Claims.

In the accompanying three s eets of drawings similar reference cl'iaracters indicate the same parts in the several figures in which:-

Figure l is a loi'igitudinal sectional View of the engine taken on line ml of Fig. Si;

advantages and objects of the inn 1,401 ,ses

Fig. 2 is a transverse section taken on line II-II of Fig. 1;

Fig. 3 is a modified form of a valve for controlling the exhaust ports of the cylinder;

Fig. 4 is an indicator diagram representing in full lines the pressures within the cylinder of the engine shown in Figs. 1 and 2;

Fig. 5 is a longitudinal sectional view of the engine when provided with an exhaust diverting valve and taken .onwline- V-V' of Fig. 6;

Fi 6 is a transverse section on line VI- I of Fig. 5;

Fig. 7 is a comparative indicator diagram representing in full lines the pressureswithin the cylinder when the engine is riinning non-condensing and the exhast diverting valve is cut out;

Fi 8 is an indicator diagranrrepresenting tlie pressuresnvithin the cylinder when the en `ne is running non-condensing and a port1on of the exhaust steam is utilized for heating or other subsidiary p poses;

Fig. 9 is an indicator diagram presentinr in full lines the pressures wiithin the cy inder when the engine is runiiing condensing and a portion of the exhaust is dverted for use in heating or other purposes;

Figs. 10 t0 17 inclusive, are diagrammatic `vievvs showing the different positions of the piston, single main exhaust valve vvith respect to the cylinder exhaust ports, and the exhaust divcrtin valve with respect to the main exhaust va ve and final exhaust ports throughout one entire cycle of operation of the engine;

Fig. 18 is a fragmentary and sectional .view of the linal exhaust assageways and exhaust diverting valve, w en the engine is runnin full condensing or non-condensing and sa1d valve has been made inoperative.

And Fig. 19 is a longitudinal sectional view of the engine partly in side elevation showing the gear for properly operating the mam exhaust and exhaust diverting valves.

Referring to Figs. 1, 2, 5 and 6, 10 indicates a steam engine cylinder having the usual live steam admission ports 11 at the end of the cylinder controlled by admission or inlet valves 12, operated raby any convenient form of valve gear, not shown. Puppet valves 12 are shown for controlling the ad mission of the live steam to the cylinder, but any other form of live steamdistribution valves may be employed, without affecting the novel features of my invention and I contemplate using other forms of said valves, if so desired. It will also be understood that while VI have shown valves 12, in connection with heads 13 and cylinder 10, provided with steam jackets to construct a steam-jacketed or heated cylinder lwhich is completely insulated, as illustrated, any other form of heads and cylinders can be readily substituted therefor, or the valves may be within the cylinder casting Without in any way modifyin'lr the construction and mode of operation o? the essential features of my invention to be presentl r described.

Cylinder 10 is provi .ed with the usual form of short piston 14, connected with a rod 15, cross head 15, `connecting rod 15". crank 15c to a shaft 15", as Shown in Fig. 19, or said piston rod 15 may be properly attached to an other form of transmission mechanism, dlpending on the form of suitable transmission gear necessary to effect the motion desired to be transformed from the reciprocations of the piston lo the valves.

Preferably at the lower side and at a distance, substantially the width of the piston 14, from each end of the cylinder 10, is an exhaust port 17 or 18, separate and independent of each other and leading to and communicating with a common exhaust chamber 19, and each ol said exhaust ports 17 and 18 instead of being one continuous opening where it enters thc cylinder, is pref. erably fo'ned of a series of openings by providing a plurality of bridge sectionsv 16, as shown, in order to have a ropcr bet-i`- ing for the lower portion of the piston il while passing over the extended exhaus port 17 or 18, and also preventtlge packing rings of the piston springing ou and uneven ,wear of the piston. Furth rmore by having only two exhaust ports 5.7 and 18 one neareach end-.of the cylinder 10, as shown, there is produced a unifioiv engine cylinder having a smooth and nnpertorated bore at its center section or zone traversed by the piston during its highest speed While reciprocating Within the cylinder. This construction and arrangement of providing no exhaust ports at the renter section of the cylinder and arca of highest speed of the piston not only prevents the cylinder from cutting, or undue wear of the piston and its packing rings, hut at the same time reduces Y,the clearance volume to minimum owing to the elimination oi the intermediate or central auxiliary exhaust ports.

Between the cylinder ends of the two ex haust ports 17 and 1li and the common exhaust chamber 19, is interposed an enlarged chamber 20, preferably circular in crosssection, as shown in which is provided au oscillating and main exhaust controlling valve 21, having cored therein ports 23 and 24, communicating with each other. and port 22 adapted to register with cylinder exhaust 17, port 23 registers with cylinder exhaust port 1S, and por( 24 constantly in communication with ports 22 and'l of the main exhaust controlling valve 2i and the common exhaust chamber 19. Said exhaust valve 21 is preferably of the Corliss or rotary type but any other form of single valve may be employed whether rotary or oscillatory, as shown in Figs. 1 and 5, or a reciprocatory valve 25 on a valve seat 2', as shown in Fig. 3.

A stem or rod 26 is attached to the exhaust valve which may be connected to any moving part of the engine to be roperly oscillated, rotated or reeiproceted as shown for example iu Fzig. 19, b means of the crank arm 26, link 26, roc er arm 261 e-fccntric rod 26", and eccentric 26 rotated by crank shaft 15". in order that the proper ports of the exhaust valve 2l are correctly timed with respect to the cylinder exhaust ports 17 and 18 and position of piston 14.

While the foregoing disclosure is applicable to my invention in its broadest and simplest form, as shown in Figs. 1 to 4, inclusive, and in which no diversion of the exhaust steam is effected, it Will be seen by reference to Fi 5 to 18, inclusive, that I may combine with the herein and previously described unilow engine means for diverting and utilizing the exhaust steam, and which is e'ected by providing and leading from the sides ofthe common exhaust chamber 19, outlets 27 and 2S controlled, respectively, by valves 29 ond 30, seid outlet 27 communicating with e condenser, or any other auxiliary apparatus utilizing lo rassure exhaust steam, as for example a eed water heater or sloom heating plant, and an outlet 28 communicating preferably with the atmos here for purposes to be pres. ently described).

Communicating with the lower section of the common exhaust chamber 19, and be low the valve controlled outlets 27 and 28, are two outer and n central final exhaust ports or passageways 31, 32 and 33, said central port 31 cormnunicating preferably with a steam heating system or other low pressure steam using accesory of the plant at which the engine is installed, and the two outer ports or passugcways 32 und 33 loading to and connected with a condenser or to the atmosphere.

Supported in u seat -formed in and at the lower end of the common exhaust chamber 19 is au oscillating exhaust diverting valve 34 having a single port 35 adapted to register during the oscillation of the calvo 34, dopending on its position, with either of the ports or passageways 31. 32 or 33, whereby said ports or passageways 31, 32 or 33 are connected with the common exhaust chumber 19, and either the condenser or ritmosphere or steam heating system for purposes to be hereinafter described.. Said vulve 34, while shown of an oscillating type, may be of any other form, whether rotary or reciprocating, and is provided with a stom or rod 36. connected to any moving;- port of the engine valve gear to be properly oscillated, rotated or reoiprocated, as shown for example in Fig. 19, by means of the arm 36, link 36", rocker arm 36, eccentric roll 36'1 and eccentric 36 rotated by crank shuit 15", in order that its port 35 is correctly timed with respect to the ports leading to the passageways 3l, 32 and 33, and the position ol the ports 22, 23, and 2e, o the valve 21, when in communication with the exhaust orts 17 and 18 and exhaust charnber 19. he rod 3S attached to the valve 3l is detachably connected with the valve gear, as shown for example in Fig. 19, by disconne; ting or iulliooking the link 36 from the valve arm 36, a common readily understood, so that sind valve 34 may be made inoperative by being turned in e. position as shown in Fig. 18,' to cut ol communication at all times between the exhaust chambers 19 and ports or passageways 31, 32 and 33 for purposes lo be hereinafter explained.

Referringl to the form of the invention shown in Figs. and 6, the dili'ercnt operations of the uniflov.' engine throughout all its phases of movements, .showingthe relation of the piston lil with the cylinder ex. haast ports 17 and 1S, and the main exhaust valve ports 22, 23 and 241 to said ports 17 and 18, ens] the port 35 of auxiliary valve 84: diverting the exhaust into either of passageway-'S 31, 32 or 33, when the valves 2S) and 30 are in their closed position and the outlets 27 and 28 loading from the exhaust chamber 19 are cnt oil', are fully shown and will be clearly understood following the motions oi the piston and path of the exhaust Stealn indicated by the arrows in Figs. l0 to 1 Fig. 10 shows the piston 14 approaching the end of stroke to the left and having be gun to uncover the cylinder exhaust port 18, with the exhaust valve 21 in such a position to permit the first of the expanded steam to exhaust through vali-e ports 23 und 24 into the common exhaust chamber 19. und thence through the port of exhaust divel-ting valve 34, and beginning to pass into the port or passageway 31 leading to the steam hurtingr utilizing accessories.

In F 1l, the piston 14 is at the cud of stroke to the left, and about to receive live steam and begin stroke to the right with cylinder exhaust port 18 completely uncovered, und the expanded `steam continues to pass out port 18, through valve ports 23 und 24 into exhaust chamber 19, und thence through ports 35 and 31 into steam heatingl system or whatever the steam using expediont may be.

In Fig. 12, the pistou 14 has closed the cylinder exhaust port 18 and the exhaust valve 21 has assumed the position to permit the expanded steam at reduced pressure and temperature to exhaust through cylinder expedient andport 17 and xelve ports 22 and 24.- into the exhaust chamber 19 end the exhaust cliverting` valve 34 has assumed such c ositicu, so that its port 35 is in communication with the port 33, whereby the remaining vr. or expanded steam of reduced volume. perature and pressure is coni-feycd te condenser or atmosphere as the cese muy he.

In Fig. 13, the piston 14 has uncovered the port 18, and the exhaust vulve 21, he closed said port 18 and continued to onen port 17, thereby ermitting the expanded steam of reduce ressure to still .pass through the cylin er exhaust port 17 through valve ports 22 and 21 into the exhaust chamber 19 and thence through exhaust diverting valve port 35 end port $33 to the condenser or atmosphere.

In Fi 14 the piston has uncovered port 18 and egon to uncover port 17. and the vulve 21 has continued closing` port 18, und the expanded steam of the following or opposite power stroke und of e higher pres sure and temperature than that exhausted during operations indicatori in Figs. 12 und. 13, begins to `poss through the cylinder port 17, valve ports 22 and 24 into exhaust chember 19, and the exhaust diverting valve port 35 has assumed the position boring begun opening the port 31 lending to the heating system or the like, for the further utilization of the heat still remaining in the expanded steam first exhausted from the engine clinder.

The renmininfr expanded or low pressure vapor trapped hctween the piston 14 and cylinder head when said piston is passing over and closing ports 17 is properly cornpressed to insure smooth running of the engine.

In Figs. 15, 16 and 17, the operations above indicated are the Seme as described with reference to Figs. 11, 12 end 13, respectively, except that the piston 14, exhaust vulve 21, und exhaust diverting vulve 34 nre movirn,r in the opposite direction, and the expanded steam is mainly exhausted through the port 17 instead of port 1S as shown in Fig. 11, end through valve Vport 35 into the port 31 connecting with the henting;r system, and the exhaust diverting valve port 35 later communicates with the port 32 nstcnd of port 33 as shown in Figs. 12 and 13.

From the foregoing; disclosure of the operation of my invention, it will be seen that the cylinder exhaust ports 17 and 1S ure only opened one after the other in uniflou1 rotation, and the exhaust 4port 17 or 18 is opened at the end of the stroke and performs the function of the main exhaust, and the other exhaust port 17 or 18 depending Whether it is the stroke to the right or left, is more or less the auxiliary port for that particular stroke, und the moin exhaust port for one stroke is an auxiliary exhaust port for the opposite rohe, whereby the remaining vnpor or highly exoanded steam is permitted to escape and delay the compression until the piston 14e has cutoff and closes the exhaust port 17 or 18.

From this disclosure it will also be observed that one of the most im ortant features of 4the present invention is that with r. simple and single exhaust diverting valve used in conjunction with n single main exhaust valve controlling onl;7 two independent cylinder exhaust ports of :i unitlow e11- gine, I um able to convey the greater part of the heet units remaining in the expanded steam to c steam heating system or other subsidiary apparatus ofthe plant, while the remaining portion and highly expanded steam is conveyed to a. condenser or atmosphere as the onse may be thereby reducing the beck pressure to o, minimum, and most eiiicicntly operating thc engine. While I have shown and described the ports or passageweys 32 and 33 as lecdin to e condenser or to the atmosphere, I do not limit myself to this arrangement es one of the primary-objects of my invention is to divide the exhaust steam from n uniflow eneine of the type disclosed into two volumes et different pressures, in order to fully utilis/.e the heet units remaining.,r -in the exhaust steam. and et the same time not impair the hish efficiency of the nnilow engine.

When the engine is to oe used. so that all the exhaust steam is passed out into the ntmosphere or full non-condensing. the 'vulve 30 is opened, outlet 27 is shut off by closing down the valve 29, and the exhaust diverting valve 34 is disconnected from its valve ,f5-ehr. as heretofore explained. turned and locked in thc position as shown in Fig. 18, thereby cutting ofi' said ports 81, 32 and 33 from the cxhenst chamber 19 und hence the exhaust passes directly from the cylinder exhaust ports 17 und 18 through vulve 2l, into chamber 19. through the port 28 to thc atmosphere. When the nuilow engine herein described is operated noncondcnsi.ng ns inst described, the indicator diagram produced is represented by the diagram shown hv the full lines a and b in Figs. 4 und 7. The dotted line c in Figs, A1 and 7 represents the compression line of the original and prior unifiow engines, end the shaded uren between the lines b und c of Figs. 4 und 7, grnphicnllv represents the gain :md increased eliciency of my forni of uniow cngine. wherein the clearance spaces et the ends of the stroke are reduced to n minimum und abnormal compressions eliminated, over that of prior unilow engines in which long pistons ond lux-ge clearance spaces are ernployed. In order to avoid exccssirc compressions in the usual form of uniflcw engines, large clearance volumes et the ends of stroke are necessitated, and the percentage of the stroke of such clearances is indicated by the vertical dotted line k in Figs.

'4 and 7.

To operate the 'ne :tall condensing the valve 2? is opened t e outlet 28 is shut o' by closing down tlie valve 30, and the exhaust diverting valve 84 is locked in the po sltion shown in Fig. 1S, :is previously described, when the exhaust steam passes directly from the cylinder exhaust ports 17 and 18 through valve 21 into the chamber 19 and thence throu h the outlet 27 to the condenser. The in icator diagram produced during this operation is represented bp the full line a and dash and dotted line fl, o Fig. 7, and produces the highest possible economy for a uniow engine.

If the ports 32 and 33 are out oil from the condenser, and it is desired to operate the engine non-condensing and utilize the exhaust steam at' some back pressure in one, two or three distinct and independent auxiliary apparatus, the valves 29 and 30 are shut down thus closing outlets 27 and 28, and the exhaust diverting valve 34, during its oscillatory movement, when attached to the lvalve gear, connects the valve port 35 with either of the ports 31, 32 or 33, and 30 lead'the exhaust steam to one, or av plurality of distinct and independent sources 'for further use or to the atmosphere, `and the resultant indicator diagram will be as illus trated by lines c and f iii Fig. 8.

During the normal operation and for which the engine was desi ned, when the exhaust steam is utilized for eating or the like and the condenser is in operation, the outlets 27 and 28 are closed b shutting the valves 29 and 30, and the er aust diverting valve 84 is connected to the valve gear, the port 35 of Asaid diverting valve communicates with the exhaust chamber 19 and in turn with the ports or passageweys 31, 32'and 33 as herein explo-ined in connection with the cycle of operation illustrated in Figs. to 1 inclusive. The resultant indicator dagram durin this o eration of the en ne is represented y the iiill lines ql und fi iu Fig. 50 9, while the dotted line i in Fig. 9, represents the back pressure when the engine is exhausting into the atmos here. The shaded area between the lines and i' represents the gein when the engine is running on a heating system or other steam or heat utilizing accessories and condensing simultaneously over that when it is exhausting into the atmosphere without additional supply of steam.

While I have described in detail, by reference to Figs. 10 to 17 inclusive, the operation of the invention as shown in Figs. 5 and 6 in which `my form of uniow engine comprisin only two exhaust orts controlled by a5 a sing e valve is combin with a single exhaust diverting valve, it will not be neces sary to further explain the operation of the uniow engine per se, shown in Figs. 1 and 2, as the cycle of operations is identical with that shown and described with reference to .sa-id Figs. 10 to 17, with the exception that the operations and functions of the exhaust diverting valve 34, its'port 85, and co6 erating ports 31, 32 and 33,1nay be omitte and my present invention embraces and contemplates the use of such a uniiiow engine without an exhaust diverting valve or other accessories as shown in Fi 1 and 2, as well as with anexhaust diverting valve, as shown for example iii Figs. 5 and 6.

In the use of the form of slide or reciprocatin exhaust controlling valve 25 as shown in Fig. 3, the len h of the c linder exhaust orts 17 and 18 are reduce to the shortest llength and hence ii minimum of clearance and maximum of economy and eiiicieiiey are effected.

While my engine in some respects resembles the counter-flow desivn, it avoids all the disadvantages of such a disign and embodies and has all the advantages of a uniilow type, and excels in economy over other uniflow engines, for the reason that it employs a. smaller piston and clearance owing to a. minimum number of cylinder'exhaust ports and short ports as shown Fig. 3, and only one-third of the compression of prior uniilow en 'nes, and hence accomplishes a much covete steam economy desired by all engine builders, without much additional and complicated valves and mechanism. I

In all the uses to which the resent invention is applied and herein disc used, whether the exhaust is diverted to the atmosphere, heating plant, condenser, or different combinations of such diversions, if running o n a short cut oli', the iniiuence of the additional clearance volunie is practically negligible, for the reason, that when dui-ing the expansion f the live steam the piston. 14 uncovers ports 1? or 18 as shown in Figs. 13, and l?, that before this additional volumc` of the port 1T or 18 is iii communication -with the cylinder volume, the live steam pressure and temperature of the steam have decreased to such an extent, that the detriment to the ex ansive owersof the live steam may be isregar ed omiared with the important benefits .obtaine as herein pointed out. lf the engine is run on a long cuboif, that is about thirty per cent. or more. the additional clearance volume will be filled with live steam during admission and its hurtful influence is entirely ehmi nated and these additional clearance spaces do not affect the compression as the cearences employed at the ends of the cylinder are no more than that employed in any other hivh grade counterilow steam engine.

v rom the foregoing disclosure as to the the piston, two distinct an of the cylinder,

construction, mode of operation and advantages of my invention it will be readily seen that I have evolved not only :i new type of uniflowengine but a most eiiiclent arrangement and combination of elements for o erating a unitlow engine, and separate 0r su divide the exhaust steam from said engine, so that I-am capable of supplying a lieatin plant or other accessory apparatus of the p :int with said divided exhaust steam without extra supply steam, and operate the same with the hi liest-economy, and without in any way aecting the highly efficient operation of the. en e under all working conditions, and wli e I have described and shown my preferred form of invention, I am not limitedto this specific form, as many changes and modifications will readily suggest themselves to any one skilled m the art, as, for example any well known and common form of valve may be substituted -for any oneof the valves shown in the drawings and within the scope of the claims without departing from the spirit of my invention.

What I claim is:

l. A steam engine of the unif'low ty e comprising a cylinder, a piston Within t ie cylinder, a live steam inlet port at euch end of the cylinder, means for controllin the admission of live steam through said live steam ports and to the op osite sides of independent main or auxiliary exhaust ports at different and separated sections along the length of the cylinder, and n. single valve controlling the two exhaust ports and first opening the exhaust port adjacent the piston to the expangled steam and later the other exhaust por 2. A steam engine of the uiiiflow type comprising a cylinder, a piston within the cylinder, a live steam inlet port at each end of the cylinder, means for controlling the admission of live steam through said live steam'ports and to the opposite sides of the piston, two distinct and independent main or auxiliary exhaust ports at dierent and se arated sections along the length of the cylinder,l and a single tliree-portecvalve controlling the two exhaust ports and first opening the exhaust port adjacent the piston to the expanded steam and later the other exhaust poi't.

3. 'steam engine of the uniiiow ty e comprising a cylinder, a piston Within t e cylinder, a live steam inlet port at each end t means for controllinoP the admission of live steam through said:` live steam'ports and to the opposite sides of the. piston, two distinct and independent main or auxiliary exhaust ports at diierent and separated sections along the length of the cylinder, and an oscillating and single three-,ported valve controlling the two exhauts rts and first opening the exhaust port a jacent the piston to the expandedsteam and later the other port.

4. A steam engine of the unilow tyt'xe comprising a cylinder, a piston within e cylinder, a live steam inlet port at each end of the cylinder, means for controllin the admission of live steam thro h sai live steam ports and to the opposite sides of the piston, two distinct and independent mainor auxiliary exhaust portent dlerent und separated sections along the length of 'the cylinder and said exhaust ports removed from the end of the cylinder approximately the length of the piston, and a single valve controlling the two exhaust ports and -irst opening the exhaust port adjacent the piston to the expanded steam and later the other port.

5. A steam engine of the uni'llow type comprising a cylinder, a piston within the cylinder, a live steam inlet port at euch end of the cylinder, means for controlli the admission of live steam through siii* live steam ports and to the'opposite sides of the piston, a main or end exhaust port between the center and each end of the cylinder, and a single valve controllingrg` the two main or end exhaust ports, said valve constructed, arranged and operated whereby the main exhaust port of one stroke becomes an end exhaust port during the following stroke.

A steam engine of the uniiow ty c coniprising ai cyluc er, aV piston within t e cylindex', a live steam inlet port at each end of 10o the cylinder, means for controlling the admission of live steam through said li re steam ports and to the opposite sides of the pisbon, n. main or end exhaust porthetweeu the center and each end of the cylinder, and a single oscillating and ported valve control.- ling the two main or end exhaust ports, said valve constructed, arranged and operated whereby the imi-iii exhaust port of one stroke becomes an end exhaust port during 11o the following stroke.

7. A steam engine of the uniiow ty )e comprising a cylinder, u. piston within tie cylinder, a live steam inlet port at each end of the cylinder, means for controlling the admission of live Steam through said live steam ports and to the opposite sides of the piston,

:i combined main and auxiliary exhaust port between the center und each end of the cylinder, and a single valve controlling the two combined main and auxiliary exhaust ports.

8. In n steam engine of the unilow type, the combination of a cylinder, u piston within the cylinder, a live steam inlet port at 126 cach end of the cylinder, means for controlling the admission of live steam through said ports and to the opposite sides of the piston,

u combined main and auxiliary exhaust port between the center and cach end of the cyl- 130 index', euch of said combined mein and auxilmry ports removed from the adjacentcud of the cylinder uppwximutci the length oi the piston und n single vulve controlling the two combined 11min und auxiliary rx# heust ports und iirst opening the exhaust port adjacent the piston to the expanded steam und later the other exhaust port.

9. 'In u steam engine of the nnilow type, the combination of n cylinder, :1 pieton within the cylinder, n live steam inlet port ut euch end of the cylinder` means for controlling the admission oi' lire s'teurn through snid live steam ports und to the opposite sides ut the piston, tn'o distinct und independent mein or auxiliary exhaust ports nt ilit'rcrcnt and separated sections along the. length irl the cylindere a single vulve controlling thc -two exhaust ports und first opening; the cxheust lport adjacent the piston toV the cxpundcc steam und later the other exhaust port, n plurality of iudeueudcnt und final exhaust pnssngewoys? und exhaust diverting vulve coperatiuo' with said single voli-o for controllinw the c iversion of' the exhaust steam into said plurality of independent exhenst mssegewuys.

' 10. ,n n steam engine oi the umflow type. the combination oi e cylinder, c pistou within the cylinder, o live steam inlet port ut euch en'd of the cylinder` moans iur controlling' the admission nl live stenm through sui: lx'e steam ports und to the o-ipositc sides of the piston. two distinct und indo pendent main or auxiliary exhaust ports et. different ond semruted sections along thc len h of the cy inder, n single mh-e contro ling 'the iu'o exhaust ports und lirst opening the exhaust port ad acont t ie piston to the expanded steam run' inter the other exhaust port, u plurality o'l independent ond finul exhaust pszssngenuys" und nu we hunst diverting voire coperntiug with scid single roh-e 'for controlling the diversion ot thc exhaust steam into seid plurnlity fr? iudependent exhaust {aussagen-nys.

li. In e steam engine o1 the unitlow typo. the-combinution oi c. cylinder. :t piston Within the cylinf'lcr, n lire stenen inlet port nt auch end or the cylinder. menus for rontrolling the admission ci' lire steen: through seid live strom ports und to the opposite sides of the piston. two distinct und indocndent mein or auxiliary exhaust port: ut 4ifierent und separar-ted, .sections :along th'z length ofthe' cylimlel, :in oscillating and single three-ported volvi controlling the tu-o exhaust ports und lirst ouniuff thc exhaust port udjucent the piston to the cxpeui'ed steam and later the other exhaust port, u plurality of indeyendcut und linut exhaust pnssugewuys. un( `exhaustdzvcrtiug votre mechanism coperntiug with said infile three-ported vulve for r-outrollimr thc diversion of the exhaust steam at different preseures into said plurality of independent exhaust pnssgewnys.

12. In a sum engine oi the unifiow type, the combina-tion oi u cylinder, u piston within the cylinder, n live steam inlet port :It cach end of the cylinder, menus for controlling the admission of live steam thronuh `scid 11ve steam ports und to the o poslte sides of the piston, two distinct un indeq enclent moin or auxiliary exhaust ports et il'fereut und seperate sections along the length ci the cylinder und suid exhaust ports removed from the ends of the cylinder upproximntely thc length of the pistou, n single vulve control ing thc two exhaust ports und liist opening the cximnst port udjucent the piston Vto the expended steam und later the other cxhnust port, n plurality of independent und -finnl exhaust passage wey ,und ou exhaust dirertinfr valve co erntiu with said single vulve or control ing the iversion of the exhaust stoom et difierent )resent-cs into sal-id plurality of indepenc ent exhaust pnssugewnys.

13. In a steum engine ol thc uniionf type, the combination of n cylinder, o piston within the cylinder, n live steam inlet port at each end of the cylinder, mcuns for con trolling the admission of live steam through said 11i-'c steam ports und to the opposite sides ot the piston, n combined main und end exhaust port between the center and cach cud of thc cylinder, n single valve controlling thc two combined moin und end exhaust ports, unid vulve constructed, arranged und operated whereby the exhaust port nearest to the piston at the end ol one stroke then acting os moin exhaust port becomes un end exhaust port during the folien-*ino stroke, n plurality of independent und fiunl'exhnustpnssugewnys und exhaust diverting valve mechanism arranged, constructed und cooperating with sold single vulve to divert the exhaust passing through the two ports when noting as mamexhnust ports into one of Suid pussngownys und the exhaust ut u. lower pressure passing `through the ports when acting es end exhaust ports into another of said posi: ways.

Il. In n stcum engine of the unifiow type, 115 the combination of n cylinder, n piston within the cylinder, uy live steam inlet port at ouch end ot the cylinder, menus for controlling the admission of live steam through scid live steam ports ond to the opposite 12'0 sides of the piston, u moinor end exhaust port between the center und euch end lot the cylinder. c. .single vulve controlling the two main mend exhaust ports, said valve constructed, arranged und operated whereby 125 the exhaust port nearest to the piston et the end of one stroke then acting as main ox.- haust port becomes un cud exhaust port during the following stroke, n plurality of independent und Final exhaust pussugeways 130 and an exhaust diverting valve arranged, and constructed und co5 erutingwith. seid exhaust valve to divert tie anhu-list passing throu h the two moin exhaust norte into one o said passageway; and. the mihnus. :it e lower pressure passing through 'the end exhaust ports int-o another of sai'f passe ways.

15. In e steam engine of the unidow type, the combination of c cylinder, u piston with in the cylinder, n live steam inlet port ut each end of the cylinder, ineens for controllint;F the admission oi live steuin through said live steam ports and to the orqiosit?l sides of the piston, a combined moin and auxiliary exhaust portl between the center and each end of the cylinder, a single vulve controlling the two combined main and euxilier exhaust ports, a plurality of independlsnt andiinel exhaust passa enfers, und exhaust diverting vulve mecianism u1'- 'runged, constructed and coperating with said single valve to divert the exhaust poss iup; through the ports when adjacent to the piston and acting :is main exhaust ports into one of seid passugewuys und the exhaust et o. lower pressure passing tl'irough the ports when acting as auxiliary exhaust ports into another of said pussageweys.

16. In a steam engine of the uniflow type, the combination of e cylinder, a piston Within the cylinder, e, live steam inlet port at euch end of the cylinder, :nouns ior controlling the admission of live steam through seid live steam ports and to the opposite sides of the piston, n combined moin und auxiliary exhaust port between the center undV each end of the cylinder, euch ot' suid combined main and auxiliair ports removed from the adjacent end of t e cylinder abproximately the length of the piston, u singv e valve' controlling the two combined main and auxiliary exhaust ports, a plurelitg7 of independent and final exhaust psssagewnys, and en exhaust diverting valve urranged, constructed and coperating with scid single valve to divert the exhaust passing through the ports when ad'acent to the piston und acting as main exlfiaust ports into one oi' said passagewnys ond the exhaust :it a lower pressure passing through the ports when acting as auxiliary exhaust ports into :iuother of said passageways.

17. In a steam engine of the uniiow type, the combination of n cylinder, e piston within the cylinder, a live steam inlet port at each end of the cylinder, means for controlling' the admission of live steam through said live steam ports and to the opposite sides of the piston, two distinct end independent combined moin and auxiliary cxhaust ports nt different und separated sections nlonfz the length of the cylinder, :in exhaust chamber, a single vulve controlling cud nul exhaust pussageways nt (.iferent pressures.,

18, In a steam engine of the uniflow type, the combination of a. cylinder, a iston within the cylinder, a live steam ct port ut each end of the cylinder, means for controllin the admission of live steam through said live steam ports and at the o posite sides of the iston, two distinct an indeiendent com ined main and auxiliary exaust ports at different and separated sections nlong the length of the cylinder, an exhaust chamber, n single valve controlling the seid two exhaust ports und out-let into the exhaust chamber, a plurality of indopendent and final exhaust passageweys, and a single exhaust diverting valve for controllinpI the diversion of the exhaust steam of one and the same stroke from the exhaust chamber into said plurality of independent und final exhaust paageweys at different pressures.

19. In a steam engine of the unitlow type, the combination of e cylinder, a piston within the cylinder, e live steam inlet port at each end of the cylinder, means for controllngg` the admission of live steam throu said live steam ports and to the o posite sides of the piston, two distinct :incl inde pendent combined mein and auxiliary exheust ports at diierent and separated sections elong the length of the cylinder, an exhaust chamber, un oscillating und single three-.ported valve controlling the said two exhaust ports and outlet into the exhaust chamber, u plurality of independent and final exhaust passageways and a single ex hnust diverting valve for controlling the diversion of the exhaust steam of one and the same stroke from the exhaust chamber into said plurality of independent und fina-1 exhaust passageways at dierent ressures.

20. In a steam engine of the uni ow type, the combination of a. cylinder, a piston within the cylinder, a live steam inlet port at each end of the cylinder, means for controlling the edmssiouof live steam through said live steam ports and to the opposite sides of the piston, two distinct and independent combined main and auxiliary cylinder exhaust ports :it different and sepa.- rated sections along the length of the cylinder, en exhaust chamber communicating with said cvlinder exhaust ports, a single valve controlling the communication of the two independent combined main and auxiliary cylinder exhaust ports with the exhaust chamber, a plurality of final Aexhaust passageways in communication with the exhaust chamber and exhaust dlverting valve mechanism controlling the communication of the exhaust chamber with the` final exhaust passageways, said diverting valve mechanism constructed, arranged and coperating with said single valve whereby the exhaust steam of the same stroke is divided and diverted into said final exhaust passageways and at different pressures.

21. In a steam engine of the" uniflow type, the combination or" a cylinder, a piston within the cylinder, a live steam inlet port at each end of the cylinder, means for controllino the admission of live steam through said live steam ports and to the opposite sides of the piston, two distinct and independent combined main and auxiliary cylinder exhaust ports at different andl separated sections along the length of the cylinder, an exhaust chamber communicating with the said cylinder exhaust ports and havingan outlet controlled by a valve, a single valve controlling the communication of the said two independent cylinder exhaust ports with the exhaust chamber, a plurality of final exhaust passageways in communica.- tion with the exhaust chamber and a single exhaust diverting valve coperating with said single exhaust valve and controlling the communication of the exhaust chamber with the-said exhaust passageways in such a manner as to divide and divert the exhaust steam of the sante stroke into separate volumes at diferent and decreasing pressures. l 22. In a steam engine of the uniilow type, the combination of a cylinder, a piston within the cylinder, a live steam inlet port at each end of the cylinder, means for controlling the admission of live steam through said live steam ports and to the opposite sides of the piston, two distinct and independent combined main and auxiliary cylinder exhaust ports at different and separated sections along the length of the cylinder, an exhaust chamber c mmunicating with said cylinder exhaust po ts and having two outlets each of which is controlled by a valve, a single valve controlling the cpmmunication of the two independent combined main and auxiliary cylinder exhaust ports with the exhaust chamber, a plurality of final exhaust passageways, in communication with the exhaust chamber and exhaust diverting valve mechanism icontrolling tht` communication of the exhaust chamber with the exhaust passageways and coperating with said single valve in such a manner as to divide thel exhaust steam of the same stroke into different volumes and divert the same into said exhaust passageways at different and decreasing pressures.

23. An engine comprising a cylinder hav ing two combined main and auxiliary exhaust ports, a piston controlling the inlets of said exhaust ports, a single valve controlling the outlets of said combined main and auxiliary exhaust ports, a plurality of independent final exhaust passageways, in combination with a single exhaust diverting valve coperating with said single exhaust valve and controlling the exhaust iiuid of the same and every stroke independently through said final exhaust passageways at diiierent pressures.

24. A steam engine of the unilow type comprising a cylinder, a piston within the cylinder, a live steam inlet port at each end of the cylinder, means for controlling the admission of live steam through said live steam ports and to the opposite sides of t-he piston, a combined main and end exhaust port between the center and each end of the cylinder, a single valve controlling the two combined main and end exhaust ports, said valve constructed, arranged and operated whereby the main exhaust port of one stroke becomes an end exhaust port durin the following stroke, a plurality of ependent' exhaust passageways, in combination with exhaust diverting valve mechanism arranged and constructed to divert the exhaust passing through the two ports when. acting as main exhaust ports into one of said passageways and the exhaust through the ports when acting as end exhaust ports into another of said passageways. V

25.. A steam'engine of the uniflow type comprising a cylinder, a piston within t e cylinder, alive steam inlet port at each end of the cylinder, means for controlling the admission of live steam through said live steam ports and to the opposite sides of the piston, a main or end exhaust port between ,the center and each end of the cylinder, a'

single valve controlling the two main or end exhaust ports, said valve constructed, arranged and operated whereby the main exhaust port o one stroke becomes an end exhaustm port during thel following stroke, a pluralty of indep'cndent exhaust passageways` in coinbination with afn exhaust di- ,verting valve arranged and constructed to deliver the exhaust passing through the two main exhaust-ports into one of said passageways and the exhaust passing through the end exhaust ports into another of said passageyvays.'

26; A steam engine of the uniiiow type comprising a cylinder, a piston within the cylinder, a livelsteam inlet port at each end of the cylinder. means for control` and each end of the cylinder, a single valve controlling the two combined main and auxiliary 'exhaust ports, a, pluialty of independenti exhaut passageways, in c0mbina tion with exhaust diverting valve mechanism arranged and constructed to divert the exhaust pssing through the ports when acting as main exhaust ports into one of said passageways and the exhimst pasing through the ports when acting as auxiliary 10 exhaust ports into another of said passagewa s;

n testimony whereof I hereby ax my Signature.

FREDERICK W; BSGH. 

